Electric fluid-pressure brake.



W. v. TURNER & R. H. BLAGKALL,

ELECTRIC FLUID PRESSURE BRAKE.

APPLICATION FILED n12.24, 1904. I 93x330 Patented wk 19,1909.

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ZEWM 9 p 7 Q S l H W m W. V. TURNER & R. H, BLAGKALL. ELECTRIC FLUID PRESSURE BRAKE.

APPLICATION FILED FEB. 24, 1904. J/ 7- 33 v Pafiented wet 19, N091 2 SHEETS-SHEET? D I Vi E; v 22 WBTRYESSES INVEN?ORS Att'y.

causes.

UNITED STATES PATENT onrion.

PARK, PENNSYLVANIA, ASSIGNORS TO WESTINGHOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

' ELECTRIC FLUID-PRESSURE BRAKE. l

sp fi ofneaersrajtent- Patented Oct. 19', 1909.

Application filed February 24, 1904. Serial No. 195,041.

To all whom it. may concern:

Be it known that we, WALTER TURNER and R BERT H. BLACKALL, citizens of the United States, residing, respectively, in VVil'- kinslmrg and lldgewood Park, both in the county of Allegheny and S tate of Pennsyl- Vania, have nventeda certain new and use fullmprovement in Electric Fluid-Pressure following is a specification; s

This invention relates in general. to automatic fluid pressure brakes for railway cars, and has for 1ts principal ob ect to provide additional electrically and pneumatically 0perated valve devices adapted to beapplied to t a standard type of automaticfh id pressure brake apparatus, whereby the brakes may be operated either electrically by the manipula-. tion of a suitable switch, or pneumatically by the manipulation of the usual brake valve devices or automatically by the venting of the train pipe due to accident."

' Another object isthe provision of means whereby, after the brakes have been applied by the action of the electrically operated valves, t-hebrake cylinder pressure may be released pneumaticallyby a certain manipulation of the ordinary brake valveof the fluid pressure brake apparatus, so that, in case theelectric currentshould fail after the brakes had beenapplied', or if for any other reason :the electrically operated release valves should, fail to work, the brakes may still be released readily at any time de'sired. A further object of. the invention is the provision of an electrically operated valvefor opening the supply of fluid from the main reservoir to the train pipe on each car when the electrically operated release valves are opened.

With these, well as other objects in view, this invention comprises in generahin addition to the usual standard automatic air brake.apparatus,electrically operated valves for controlling the supply of air to the brake cylinder and the release of the same therefrom, and means cooperating therewith. forsuitably controlling ordinary brake cylinder exhausti. The electrically operated application valveis adapted to open communication from the auxiliary reservoir or other reservoiror source of supply to thebrake cylinder, but it is obvious that at this same time the ordinary brake cylinder exhaust at the triple .valve must be held closed. in order to retain the pressure in the brake cylinder.

Various devices for simultaneously closing theordinary brake cylinder exhaust when the electric application valve is opened may be devised, and this invention is not limited to any special form of device for this purpose, but as a preferred means we have shown a fiuid pressure valve mechanism operated by the flow oii air through. the electric application valve toflthe brake cylinder to closetlie ordinary brake cylinder exhaust.

In'order that .the brakes may be released pneumatically, even though the same have been applied bythe'action of the electric applicationyalve, it 1s necessary that means,

independent ofthe electrically operated v alves, fbe provided for opening the ordinary bra-kecylindenexhaust, and another importaut feature of our invention comprises means operating in response to variations in train pipe pressure, preferably by the move ment of the triple valve device, for actuating the fluid pressure valve mechanism to open said brake cylinder exhaust. v

.This invention is especially adapted to be applied to automatic air brake apparatus as employed'on motor cars operating 'on the multiple unit principle, in which each car of the train is provided with an air compressor, and main reservoir, and another 1 feature of our invention. comprises an electrically actuated recharging valve for controlling the supply of compressed air from the main reservoirthrough a suitable regulating or feed valve to the train pipe on each car, said electric supply valves being controlled bythe same circuit as the electric release valves, whereby when the brakes are released electrically, communication is opened to the train pipe from the main reservoir on each car, so that all of the air pumps and main reservoirs are utilized in restoring the pressure in the train pipe and auxiliary reservoirs.

Our invention also comprises certain other improved features, all of which will hereinafter he more fully described and claimed.

In the accompanying drawings, Figure l is a diagrammatic representation of an air brake system embodying our improvements, as applied to two motor oars coupled together; Fig. 2 a section showing the electrically operated recharging valve and its connection with the feed valve device; and

Fig. 3 a viewshowing the triple valve, electrically operated application and release valves, and the valve device for, controlling the triple valve exhaust, with their pipe Connections, the valve devices being shown in section.

As shown in Fig. 1 the invention is illustrated as applied to a train of two motor cars, in which each car is provided with a main reservoir 1, motor driven air com,- pressor 2, pump governor 3, main. reservoir pipe 4, motormans brake valve 5, preferably one at each end of the car, having the usual thesupply of air from the pipe 13 leadingfrom the auxiliary reservoir or other source to the 'pipe 14 leading tothe valve device .15 containing piston 16, slide valve 17, exhaust port 18 and port 19 connected by pipe 20 with the usual exhaust port 21 of the triple valve. device. An electric release valve 22 having exhaust port 23 is connected to the brake cylinder preferably through the pipe or passage 20 from the triple valve. exhaust port, and is operated by an electromagnet 24.

These electromagnets 12 and 240m each car are connected, up with the respective circuit wires 25 and 26 running through thetrain, the .current for operating the same being supplied from a battery 27 or other source .Of electricity.

A switch, having a movable arm 28 and contact points 29 and 30, may be used for controlling the respective electric valve, as indicated in the diagram.

circuits, and 'the' movable switch arm may be operated either separately or in connection with the handle31 of the motorma: s brake The feed'valve device for regulating th train pipe pressure may be of the usual standard construction, see Fig. 2, comprising a casing containing the piston 32 and slide valve 33 for regulating the flow of air from the main reservoir passage or connection to the train pipe passage or connection 34, the

pressure on the rearpf the piston 32 being controlled by the usual diaphragm valve (not shown) subject to train pipe pressure, all of which will be readily understood by thosefamiliar with this art without further description, v

According to-another feature of our in vention, an additional electric. recharging valve 35 is-employed. for controlling the supply -of air fromthe main reservoir pipe through pipe 36 to the slide val-ve chamber of the feed valve device, this recharging valve being operated by an electromagnet 37 connected up with the circuit wire 26 of the electric release valves, whereby these recharging valves on each car may be opened automatically when the brakes are released electrically and thus secure the assistance of each pump and main reservoir in'restoring and maintainmg the nprmal standard degree of pressure in the train pipe and auxiliaryreservoirs. i

, The triple valve device comprises the usual piston chamber 43, containing piston 4i, valve chamber 46open to the auxiliary reservoir and containing main slide valve 47,

piston stem 48, graduating valve 49 controlling service port 50, port 52 leading to the brake cylinder passa e 51, and main exhaust cavity connecting brake cylinder port 52 with the usual exhaust passage 54 in release position. An additional exhaust or release port 55 normally closed by the main slide valve is locatednear to the main exhaust passage.

\Vhen the two or more cars provided with our improvements are coupled up in a train, the -brake's.\jtill be manipulated by means of the motormans brake valve and operating switch at the front end of the head car, as, for instance, the one at the left in Fig. 1, the handles of the other b'rake valves and operating switches being set'in the lap or offposition, as indicated. The handle 31 of the forward brake valve will be set in running position and if the movable switch arm 28 is operated by the same handle the arm will then be touching contact point 29, which will correspond also to the electric release position, in which the circuit is complete from the battery through wire 26', thereby energizing the magnets 24 of the brake cylinder release valves .22 and also magnets 37 of the recharging valves 35. Air from the main reservoirs on all the cars will then flow through pipe 36 to the respective feed valves and thence to the train pipe, charging the same and the auxiliary reservoirs to normal standard pressure. It will also be noted that. the usual feed port will also be open at the-head brake valve for charging the train pipe through the feed valve, since this brake valve stands in runnin position.

In order to apply tie brakes electrically,

the movable switch arm'28 at the head end 11 to open communication from the auxiliary reservoir and pipe 13 to pipe l i'leading to the chamber beneath the'piston 16 of the valve device 15. This immediately forces the piston to its upper position, opening the throughpipe 20 to the exhaust passage 54' of the triple valve and through exhaust cavity 53, ports 52 and 51 to the brake cylinder. When the desired pressure has been admittcd to the brake cylinder. the arm 28 is turned-to break contact at 30, thereby de-.

energizing magnets 12 valves 11 to close.

To release the brakes electrically, the switch-is turned back to its first position, engaging contact 29 and completing circuit 26 of the release valve magnets 24 and opening valves 22 whereby the brake cylinder presand allowing the sure is released through pipe 20 and port 23- to the atmosphere, at the same time that each of the recharging valves is opened for re storing pressure'the trainpipe and auxiliary reservoirs from allthe main reservoirs, as before described. 1

After the brakes have been applied by means I of the electric application valves, should the currentfail, orfor any other reason should it be found that the electric release valves would not work, all that is necessary to secure a-release of the brakes pneu-' maileally is to make a slight-reduction in train pipe pressure sufiicient to move the triple valves to connect ports 54 and 55 through the main exhaust cavity'53, thereby exhausting the air from pipe 20 and valve-device 15 on both sides of piston 16 to the atmosphere, Then when the triple valve piston 44 is afterward movedto release posi-, tion underan increase of-train pipe pressure, the air from the brake cylinder passing I through the exhaust passagefiii and pipe20 pipe 20 to the chamber above piston 16 im immediately moves the piston 16 downward sufiiciently to open the exhaust port 18 and csca e to the atmosphere.

I the exhaust port 18 the brakes, it will not interfe're'with the pneumatic application and release, since-the pressure beneath the piston 16 will then be reduced to that of the atmosphere eitherby leakage around said piston or through the port 38 to the exhaust port 23 Without the use ofthe additional exhaust port 55, and consequently, it the brakes are applied pneumatically by reducing the train pipe presmediately moves said piston downward sulficiently. to open the exhaust port 18 and escape to the atmosphere. It will also be observed that after the brakes have been applied pneumatically in the usual way,'if any triple valve should stick and fail to move to should remain closed by valve. 17 after an electric release of 4. Ina

valve device 15 the small valve 40 falls by gravity and opens the escape port 39, so that in case the exhaust port 18 should remain closed after an electric release of the brakes, the triple valve exhaust would still have an outlet to the atmosphere for the escape of leakage to the brake cylinder. 7 v

' y The spring stop 41, 42, acts as a cushion for the upward movement of the piston 16. which also insures the seating of the valve 40.

It will now be apparent that by means of the addit-ion of our improvements, a combined electric and automatic fluid pressure brake apparatus is provided whereby the brakes may be applied and released either electrically or pneumatically, or may be applied electrically and released pneumatically,

1. In a fluid pressure brake, the combinat1on with a tram pipe, auxiliary reservoir,

triple valve and ,brake cylinder, of an electrically operated valve for controlling the supply of air to the brake cylinder, and a pressure operated valve for controlling the outlet from-the triple valve exhaust port. 2. In a fluid pressure brake, the combination with a trainpipe, auxiliary reservoir, triple valve and brake cylinder, of an elec trically operated valve for controlling the supply oi air from the auxiliary reservoir to t e brake cylinder, and a valve operated b the flow of air to the brake cylinder for c osing the outlet from the triple valveexhaust port.

3. In a fluid pressure brake, the combina-. tion with a train pipe, auxiliary reservoir,

triple valve and brake cylinder, of an electrio ap lication valve for supplying air to the bra cylinder, a pressure operated valve for controllin the triple valve exhaust, and

an electric re ease valve for controlling the:

pressure valve and the release from the brake cylinder.

tion with a tram pipe and brake cylinder,

fluid :pressurebrake, the combinai 6O valve for closing the exhaust from the'triple of a pneumatically operated valve device for controlling the supply of air to the brake .cylinderand from the brake cylinder to the exhaust, an electrically actuated valve mechanism for also controlling the supply of air to the brake cylinder, and means actuated by the flow of air through, the electrical valve for closing the exhaust from the pneumatically operated valve. 5. In a-fluid pressure brake, the combination with a train pipe and brake cylinder,

of a pneumatically operated valve device for controlling the supply of air to the brake tion with a train pipe and brake cylinder, of

cylinder and from the brake cylinder tothe exhaust, an electrically actuated valve mechanism for also controlling the supply of air to the-brake cylinder, and the release from the brake cylinder to theatmosphere, and

means acting in conjunction with said elee- I trical valve for closmg the exhaust from the I pneumatically. operated valve.

6. In a fluid pressure brake, the combmation with a train pipe and brake cylinder, of

a valve device operated by variations in train pipe pressure for controlling communication from the auxiliary reservoir to the brake cylinder, and from the brake cylinder to the atmosphere, an electrically actuated "valve mechanism for controlling the supply of air to the brake cylinder through the'exhaust passage of the first mentioned valve device, and means operated by the flow of air through said electrical valvefor closing the brake cylinder exhaust to the atmosphere.

8. In a fluid pressurebrake, the combination with a train pipe, auxiliary reservoir,

triple valve and brake cylinder, of an electrically actuated valve for supplying air to the brake cylinder, a valve device actuated by the flow of air through the electrical valve for closing the exhaust from the triple valve, and means operating in response to variations in train pipe pressure for opening said triple valve exhaust to the'atmosphere.

' 9; In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir,

triple valve and brake cylinder, of an electrically actuated valve for supplying air to the brake cylinder, a valve device actuated by the flow of air through the electrical valve, and meansoperated by the triple valve device for opening said triple valve exhaust to the atmosphere.

10. In a fluid pressure brake, the combina tion with a train pipe, auxiliary reservoir,

triple valve and brake cylinder, of an electrically actuated valve for supplying air to the brake cylinder,'a valve device having a piston actuated by the .flow of air through the electrical valve for closing the exhaust from the triple valve, and a release, port.

controlled by the 'triple'valve for releasing air from both sides of said piston whereby said triple valve exhaust may be opened.

11. In a fluid pressure brake, the combination with a train pipe, anxillary reservoir,

triple valve and brake cylinder, of an electrically operated valve mechanism for controlling the supply of air to the brake cylinder and the release of same to the atmosphere, a valve device comprising a piston and valve actuated by the flow of air through the electrical application valve for closing the triple valve exhaust, a valve haw ing a port for releasing air from said piston and a movable abutment subject to the opposing pressiires of the auxiliary reservoir and the train .pipe for actuating said last named valve.

12. In a fluid pressure brake, the com bination with a main reservoir, train pipe,

auxiliary reservoir and brake cylinder, of an electrically operated valve mechanism for controlling the supply of air to the brake cylinder and its release from the brake cylinder, andv an electrically operated recharging valve device for opening communication from the main reservoirto the train pipe.

13. In a fluid pressure brake, the combina-. tion with a main reservoir, train pipe, brake valve, auxiliary reservoir,'triple valve and brake cylinder, of a feed valve device for regulating the supply from the main reservoir to the train pipe, an electrically operated release valve for the brake cylinder and anelectrically operated recharging valve device for simultaneously opening communication fromthe main reservoir through the feed valve device to the train pipe.

14. In a fluid pressure brake, the combination with a train pipe, reservoir, and brake cylinder, of an application valve means governed by fluid under .pressure for controllin the supply of air to the brake cylinder, am an automatic valve device normally affording communication from the application valve to the brake cylinderbut operated by a reduction in train pipe pressure'to cut oif said communication and open communica- Bion fromthe reservoir to the brake cylin- 15.. In a fluid pressure brake, the combination witha train pipe, reservoir, and brake cylinder, of an appllcatlon valve means for controlling the supply of air from the reservoir to the brake cylinder, an automatic valve device operated by the opposing pressures of the reservoir and the train pipe to control communication from the application valve to the brake cylinder and from'the resthe passage of the automatic valve device ervoir to the brake cylinder. for releasing air from 'the brake cylinder.

16. In a fluid pressure brake, the'combina- In testimony whereof we-have hereunto tiolnwith aftrain pipe, reservpir, and brake set our hands, 5 cy inder 0 an automatic Va ve device o'perating upon a reduction in train pipe pressure for supplying airfrom said reservoir to the brake cylinder, and an application Witnesses: valve means for also supplyin air from I R. F. EMERY, 10 said reservoir to the brake cylin er through J AS. B. MACDONALD. 

